Light and load freight brake



July l2, 1927.

H. F. BICKEL.

LIGHT AND LOAD FREIGHT BRAKE Filed March 12, 1926 2 Sheets-Sheet 1 1:11:11@ ..I-'U-'U Km. .m mm bmi July 12, 1927.

H. F. BICKEL Filed March l2, 1926 2 Sheets-Sheet 2 .www

1 10. able lfor :general use.

Peervlvted July l2, r1927. 'Y 7*" l I Y brakes and 'particularly to a triple "valveifroniii'lre-lotlier, butlinf-en'rergenoy tli'eyfare ineollanisniliaving vvarious#novel l'uncbiC-ins.v Ec'onneebed fsoltli-at: Vpressures equalize le'ven Tofdeveloprtlieffulbpossibilities'ffflie valve jdior-1gbtlie loadfcjylinfderf'be eut out;V ibissliownas applied fro Aa two Cylinder 'practicalembodimentof the'inveition 'brakesystem "oliitlle so 4called lglt and v"is illilist'rated'fin-'tlreaccompanying drawing, G0 load, type havingaanauxiliary@reservoir in which, f

and 4afload reservoir, Abut cert-ain features, v lfis=ayseetional diagram-oltlrefbrake notably the retarcled release valve,r are-avail- 'equlpnent ifm a fsi'ngle ear, -in release -p'osiout andin tlie'seeondary or loadl cylinder; -"sca`-le,j'oerniictingfetlie'por'ts and passa/ges `toA 70 servie-e cylinder shall have `JUsl-ken up vcheI 'ijln -lzbe drawings =tlie1loealionofCertain slao'k. -'lhis permits -the use of] a; smalle-r ports'and passages,ipartiCul-arly 'those in the f load *reservoir than'Otherwise Woulclbe ftripltjz l'valw portion, bavebeen' modified to l0 needed7 because `alie-travlof' the leadnpiston ,fbrinfg lallpots int-o the plan'ev of 'i'se'o'ti'onV Y is"mini-ni'liz-ed.y f -f 'Y "Greater foompactnfess maybe =s`eoureclby 75 Restricted reolifar'ge isseouredfintlae cron-ifotlier `vobvious *arrangements without funcxrentionalunannenlbycausingilzbe"triplepisaE lionalfehange.' f Y* Y ton to over travelfagainstlspringresistance.' 'f -fGenei-allyf staied,` the lequip'nent 'of al y tbe load "Cylinder iin any event, until Zthe vaflv'e'o'n an enlarged scale'.

f Restricted releaseis'fnotaccomplished by recharge and application; a restricted re- Lerer'trzwelol!'the triple-rilalve,-bt isefeetecl4 *leafsevalve lwliih may oinray not exert a by a" valve mechanism subject to-.service /Sfeeondary Control Vduring*freleaselaccording brake jlinderpressure. yAnyapplication irr ftof the pressure reaolredby v:an application; 'Wliif'zli this exoeedslf-afhosenvalue, will behafdelal'y mechanism 9 Wliiohdelays the' :ac- 85 `folleWed by'ireta'rded'releasen ,'llierelease; lion-'0f tlref-load V`cylinderl untilftlie service w:from 'the lead'i'cylinler is' Controlled by the' Cylinle'rvliastaken'up{theslaok; load oylsaluer/'ahve M.' f' I' f ind-'er.applicationValve ll() which iControls 31"'. Ser'ice"aplioa-tions'aieacconipanied by the pressure admitted to `trlie'load Cylinder; 1

*local I'brake 'pipe y,ventingto ,bhe-brake cyl'- anfauxiliary reserrolf lll' 'Wliieliwfurnislies iniol-er. 'Thisissuspendedinffull-serviee and under eontrolfoftrip'leValve7,-ai1.t0fope1- in emergency; f' fi' nateiserviee'bralrexcylinder112; asmaller lead Y Emergency applieatons yare 'somewhat'-freservo 1 3 lwliieh furnishes under-thereon- 4 similar@toifullfserjiiee applicationibutareaal` fointl-cfo'nrel offtrip'le Xfalve? aand-applicaf *celerafte'd byflocalftrain pipe ventingieieotedf Ion-Valve "lOlle air "to operate load brake 95' byy independent"Veni;valvesassociated'withfcylinderlil` 'mit out l'ocllorfload'brake "i eaeh'friple; ralie 'and vi'wolve the addtiori y'ejyliirder'14,l n A fofthel-adieservor A1volume torlie `aui'zi'liary ivliih is' independentlyfeontrolled by brake v reservoir volume.' i l i `Ipipe jpre'ssuregand acts ito .vent AQthebrake rl-'n*bot-li, `service ande'rnerg'ency fapplieai-qipeirapidly, ifbrake pipe pressure is Vre- 100 sions tllefirst-efectis to-'admit `airefrour'the dueed'atYaffaire faster @han tbelserwioerate.

auxiliary reservoir to the servieeibralgecyl- The above reference numerals areapplied luder. This'buildsupbrake-fcflinde resrftoliekparts generally prepa j taryfto' dev"'"texzininedl fby fdesignya-ir vis'aoln'iitted from portiertliejvarious yal-Veuneolifanisniswhich "the loadreservoir:tolilies,loailfcylinderl Inlfareboltedftofportedfaoesiin:a'amiliar vmanordinary service applications'keachflbrakeneriinzit-:o 'proklucelal pipel'ess zstruoture.

efllliortionfoffFig'l'lfon agi-eatlyenlarged v d .la vent jahre :meehanism 16v "cylinderpressure'freacheseaChosen xfalueyde` 'f (Fbefauxiliaryreser'voir T11 aetsfais a sup- 105 itl The reaervoir ll is supported hy brackets li and is termed with ported body lS to which all pipe connections are n'iade.

IThe brake pipe li, which has a stop cock lll connects with brake pipe port 30. The service brake cylinder l2 is connected by a pipe 'ill with port 52:2. The load brake cy|iuder lf'lis connected by pipe :3 (controlled h r roch la) with port ill. 'lhe load reservoir 1S is connected by pipe 25 with port 26.

The service brake cylinder l2 follows standard construction, its piston being shown at 21 tubular piston rod at .28 and return spring at 2f). At 30 is a connection for a pneumatic slack adjuster (not shown) which prclerably used to maintain con etant travel ol` piston QT.

The brake cylinder l/l is also of standard cei'istrnctiou as to its piston 3l, tubular rod 23:2 and return spring 33. instead, however,

loil' being connected With the foundation brake gear by ay simple thrust rod in tubular piston rod 32, as is usual, the piston rod in carries at its outer end a special ratchet mechanism. This includes a pivoted dog 34 urgei'l in engaging direction by spring 35. )L lugr 3G holds dog 34 retracted When piston rofl l2 completely retracted. The thrust rod Slis positively connected with the foundation gear, and inoves outward relatively te piston rod 32 when service brake cylinder piston 27 starts to apply the brakes. Rod 37 has ratchet teeth 38 arranged to be positively engaged by dog 3d when piston rod listarts outward. Lug 3G then clears the piston rod guide 39 and allows dog 34C to engage.

,lt is characteristic o'l the present inveir tion that no pressure is admitted to cylinder lll; until pressure in cylinder 12 has risen lo r value sull'icient to take up the slack. (Five pounds per square Ainch is a `suitable value.) lleuce the travel ol piston 31 in cylinder let is short and .reservoir 13 can be relatively sinall.

The triple valve portion 7 (see particularly Fig. :2) conloruis iu its inain elements to staiidard practice. There is a triple piston l0 working in cylinder bushing 4l. The stem Alil positively shil'ts a graduating valve. fill, and shifts ivlth. lost inotion delined by .shoulders l-l and l5 the triple slide valve `4116. The graduating valve t3 rides on the back ol' the triple slide valve 46 and controls portsA thereim While Slide valve 4G slides on and controls ports in a seatforined in bushing Al?. The trontcap of the triple valve is shown af 4S.

The piston d0 is controlled near the respective liniits of its motions by a gradnatintr cup 49 and spring 50 in liront cap 48, and by a retard stop 5l and retard spring The graduating spring gives the proper `reaction against emergency action, and the retard spring regulates restricted recharge.

Recharge is through groove 53, and is reatricted to the caliacity ol restrctingil lecd groove fr-l; when piston Alt) seats against the end oli bushing 457. The parts ol' the triple valve so far described contorni generally with staiulard n'actice.

The auxiliary reeervoir ll is constantly connected with the valve (,-huinher within liuishing fl? by port fifi. '.lhe load reservoir ill is charged troni the valve. chanlber by nay ol port 5h? paseage TT and pas: g (5, but bach tlow is prevented by chai ig check 5S. The port t is blanked by valve d6 in retarded release position, hut is open. at all other times. rl`he check valve titl is Ivy-passed by a port Inland passage tit), but the port 5S? is hlanlred hy valve f-lt, and hence 'is Llunctionless, in all positions eacept emergency. in emergency it. permits air to iloiv troni reservoir ll lo the triple valve chamber, regardli-ss ol valve 58 and Whether load cylinder cul-out valve l5 be open or closed. i

lort 61. the service brake cylinder.' port an'l leads directly lo passage 22. Port t is a brake pipe service vent port and also leads to passage 22. y

Port (323 is the exhaust port and is connected by passage Gil with atmosphere through the restricted release valve 8.

Port G5 is the exhaust port through which actuating pressure' arriving by passage (36 is vented from the piston oil the load cyl* inder actuating valve l0.

Port 67 is the load cylinder port.j being connected with passage 21).-,

Port (i8 is a brake pipe vent porteonnected by branch port (SS) with brake pipe port 20.

lihe triple slide valve tti has a service port Tt) leading troni its top tace to a, recess il in the bottom lace olf the valve. The up ier end is controlled by gradiniting valve 1J-5 1beingl opened thereby iu application positions and closed in lap and release positions. The recess 7l registers with service` brake cylinder port G1, .in all application positions.

The valve flt has a vent port T2 and a veut port 78 which terminate .in the top l'ace ol the valve and are. bridged in application positions, only, by a recess Tiliu graduating valve fl-l. Each leads lo the bottoni 'tace o l' the valve, and T3 there terminates in au cnlarged recess 75. In service, but not in lull service nor in emergency ports ($8 and bf2 are connected by Way ot 7 T3, 74. and TQ ali l'ording a restricted vent from brake pipe to bralte cylinder.

The valve 4.6 has in its lower face three recesses 76, T7 and 7S connected by passage T9. In release and restricted release recess il registers with exhaust port G3. The con nected recess TG registers with service brake cylinder' port til thus exhausting the service brake cylinder and certain connected itin llt:

z spaeeS .-herehzrfter. #described fat Afthe same,

tnwWeCeSs 78 registers with ports :65 :and

r: 67 thus venting the `leed Cylinder actuating valve, and 'the' leadbrarke reyi-nder together.

with i certain yConneeted Spaces to' be" '(ewith a I'ffeeexhaust port 82. .anid- ..a. y restricted exhaust perf 83. fThe v piston normally held up by i-Lsprhlg 84.50 that lbothpolts182 .and eehnnunoae` with vent .paesege i'85. 'The exhaust port-64e eon'lmumeaftes'w1ththe here of stem 8l so ktheft-WhenvpeconlSO iisg-up...`

free ezhaust foceuT-s, Y.

. The Vpieten 80 rearlfles on @its loW-er face a gaa sket S6 A.and -wenks 1711. n.. i hushm 11a-mpg position. :Thepston' also :has ongts upper. Sade im. annuler. ribl). ofzlessdi'a'meter Then service brake cylinder;

fhmke cylinder;

ieders und ink'ect feylnder bushing 9T.

reet'en .te preeeureimm leed diesel-:spip V[3] in dhfeej; C01

4 Ader pplh so vhfat. .when fyalve @pegged f meer .pes-

Tage

liand- :petti e. appa- Y ge Stem .9 6 .Strikes the the Vegtivelve'meshanism116. Herethee is d hpkegpipe .vent @heck V heldjsented by a ring @63nd bybmke pipe-pressure.' `Vhen veh'ef 10,5 .Open y-kfmerke pip/e air is vented pressure in a-smell chamber .112, butfdoes not Completely seleefthe Ahmke pipe from eqehambenxeteadthere jsgwcombmee f @diend Yenpeyt .ll'-wheh iS formed@ a gstegn ll/Lnpiston 11.0.. Theehd o thsport Within chamber llQs carredbyfthegmovepietenV il() imaged. out Aof,huslng ixlwit Whieh-stemfllh loeselfy its.

' Then bmlie pipe ,pressure predominates @F11/Q 'mevesffdnwnend f.the .feed to felmmber 1121,'5 thmttled by bushing .1.15. H a service'- reducqtien of 1 blieke' pipe v.peess,rmal.e, ps'gh .llOQhQVes up until ar.- vhy@vla-1v@ 105 and Sufh .position 113 .bleeds ehamber 1512... ai; the sefviee frat 'ifh glzepipe pressueis reduced at a .fesizer then-.Selvieefxfete :port 113 is made? :quete-Ie .bleed .eh-einser A.1.112 .fast enOuLQJ-h 5 Pis" ll- {gverppjvels Spliixg @106 :and Opens .owesnldieeeteepid Venting Ywe lill

(lil

lill to the space above piston 110 and moving this piston down ard charges the reservoir lil through the charging port 113. The rate oit charging' is slow. because the clearance between stein 114 and bushing 115 is small. li the chamber 11.2 should charge at a higher rate than the auxiliary reservoir 11 the chamber valve 11T will open, permitting the excess to liow to the auxiliary reservoir.

Air is exhausted from the service brake cyliiinfler b v way of pipe 21, passage 22. port 61. recess T6, port T0. recess 77, and port 63.

Air troni the space above the piston 80 is exhausted by way oi port 92 which comn'iunicatcs with lhe service brake cylinder port dil. so that the pressure above the piston 60 is rented concurrently with service brake cylinder pressure.

Wuming that the pistou S is in its upward position. the air exhausted through port 63 as heretofore described, passes to atmosphere b v way of passage 64. port SQ and disch arge S5.

@estrie/@ri rccuirge--ll the rise oit brake pipe pressure is fast enough, a diiierential of pressure sullicient to overpon'er the retard stop spring' 52 will be created. Such a dilierentiul is ordinarily about three and one-half pounds per square inch.

The seatingof piston ll0 on the end of bushing 4T establishes the restrictive action of port 54; and delays the charging o'l the auxiliary reservoir. At the same time, the slide valve L16 blanks the port 56, and susponds the *harging of the load reservoir 13.

lt will be observed, however, that the recesses 76, 77, 7S are of such size that the eX hanst l'low is not throttled by the valve 16.

Service application, load position-In load position the valve is open. If brake pipe pressure is reduced at a service rate the triple piston 40 will be moved upward by the prcdoniinating auxiliary reservoir pressure. 'lhc grrzuluating valve 43 moves upward, clearing service port T0 and causingr recess 74 lo connect'. quick service ports 72, 73. At this point the main valve 46 is picked up by the lue' i-lv and moved upward.

'llic lirst function in such movement is to lap the exhaust port 63, and the next 'function occurs when ports 68 and 62 are connected by reces 75, port 73, recess 74, and port T2.

rlhis produces a restricted discharge of brake pipe pressure from port through passage 60 and the ports above named, to the service brake cylinder, accelerating the service application. Then the piston is arrested by the `graduating cup 119 recess 71 registers with port 61 and auxiliary reservoir air flows te the service brake cylinder by way of port Q2 and pipe 21.

ris the pressure in the brake cylinder builds up it is communicated by port 101 to the lower side oit the loaded check valve 102,

mamar and when service brake cyl iuder pressurehas reached the proper f'aluc assumed to he 5 pounds per square inch, cliccl; valve l02 will open and admit vervicc brake cylinder pressure against the upper side ol piston 05, moving this dowiiward and unseatiug valve 00.

The flow of pressure l'roin the. load rest-riv voir 13 by waiv ol' passages 96 and (l0 and through valve. 09 supplies pressure fluid through the port le a nfl pipe fl to the load brake cylinder lffl. caw-lingl piston 8l to move out and cansino' the latch Il-:l: to engage the rod 37 alter this has been drawn out an amount corresiiondinfr to the slack in the 'foundation brake gear.

lt will be observed that the pressure in the load brake cylinder is communicated to the lower side ol" piston 05 hy port 9.4-, and consequently when load brake cylinder has built up an amount approximately equallingr the pressure in the service hralte cylinder 12, the piston 05 will move upward and. allow *alve 00 again to close.

Il? brake pipe pressure is reduced at a service rale lo a sufficiently low point the piston 4-0 will overpower the graduating spring slightly. In this position port 68 is blanked by the valve 116, and the :flow oit brake pipe air to the brake cylinder is dcfinitely terminated.

It the reduction of brake pipe pressure be continued below the point o'l lull equalization (as it is in emergency) the piston Ll0 will move upward and seat on its gasket, and in this position the valve 46 clears the port 59 and allows equalization between the load reservoir and the auxiliary reservoir. Thus this ext-ra volume oil air is available for utilizationv in full service or in einer4 gency.

filmen/envy application-As has been explained, the vent valve piston 110 moves upward and vents the chamber 112 at a service rate, it the reduction ol. brake pipe pressure in port 20 takes place at a service y rate. Iii, however, brake pipe pressure is reduced at a 'faster rate, piston 110 moves upward to the limit ot its motion, stem 104; unseats valve 105, and. the brake pipe is vented at a rapid rate through check valve 107 and discharge port 10S'. This causes piston Zl0 to move upward to the limit ol its motion almost instantly, and thus what is in effect a very rapidly produced :Full service application is caused.

The sequence ol operations is similar to that in a slow movel'nent oit 'Full service eacept virtually no venting of the brake pipe takesplaee throng-h the port 68 and the load reservoir 13 is immediately placed in communication with the auxiliary reservoir 11.

Application a light position-+011 unloaded cars the valve 15 is closed, preventing admission of pressure to the load brake Ill) eer

` brake cylinders Vvof the train,

cylinder anism isvthe sameboth in service and in emergency, as itis When the valve 15 is open, but obviously since the cylinder 14. receives noa-ir theA pressure beneath Willbuildpup very rapidly. The valve 99 will close almost immediately afte-ropeiiing.

nIt follows that in aneincrgency or full service application in light position the; `cli-arge iii. the yload reservoir 13 is retained' alinostintact and is added to the auxiliary reservoir charge to increase the brake cylinder pressure in full service oreinergency.

NO'ImujZ reZcaser-If- ServiCe; brake cylinder ypressure has not risen above the critical Which is assumed to be' Q5' pounds per the exhaust restrictingl pistonvalue, square inch,

S0 Will remain in its upper position, andY exhaust from the entire apparatus, including both brake cylinders (it bothriare in ac'-A tion) Will. take place at a rapid rate.

` On the. other hand; it the service brake cylinder. has attained or exceeded the critical'. pressure, pistony 80 ivill: move down dur-- ing-the application and seat in; its lower position; inthe pathv ol the triple: valve exhaust.

It will be observed.y that this controls the exhaust from bothl brake cylinders and: that restricted exhaust takes/place: regardless ol" VWhether restricted recharge is or is. not tailaing'place.- In.` other Words, the action of. retarded release is dependent on the maximumi brake cyllrnder pressure attained, and is inc" dependent ol the rateol riseol. brake cylindcr pressure.` y

Piston j and annular" ri1b-88"are so dimensioned'that the spring-84 will move pis'- ton 8Q- ii-pward-when the pressure er'square inch or some'other suitable value;

It Will be observed that the arrangement above described producesk alightand loadbrake of' relatively simple construction. and having many desirable features,

settings; and particularly in lightsetting of the'brake;A The' restricted release valve-A ifs not coribut is available Wher'eever it is desired 'Kt-'oj control release byl the intensity`r of" brake cylinder pressure. rather' than by' the rate oztf risefof brake pipe pressure.

An important 15.v The action ol thevalve iin-ech` the piston V This interposes. restricted port. 88g

y im' the. falls to about seven pourielsl tion of ar service brake cylinder; a loa-dfv Y such-1 as re#y stricted recharge; rapidy emergency appl-mat .Y c

` will to:A permit or prevent for bothl light and load braking;

cha-racteristieV otjthi's release 1 restricting mechanism is that itr` functions to-l j restrictreleasenotl merely at"l the front end" but throughout-'the train, or inl certaincases where the. brakes are severely Y hln. al liglit'and load brake, the combinaoi' aser-vice braise cylinder; a load brake cylinder'A normally disconnected from. thel brake rigging; a latch mechanism operable by the actuation of the load brake cylinder toi connect` saidY cylinder. operatively with the brake rigging; a valve operable will to permitor prevent the admission of air to the load brake cylinder; a triple Valve; con-trollingntli-e admission of air to the ser-vice brake Cylinder; cylinders; and. a load cylinder application valve mecham-smi arranged to bev urgedk in an opening. direction by the rise o li service brake cylinder pressure;v and in a closing dif rectioriA by load b ralre cylinder pressurew 2.. ln alilflV and load brake the combination-ot aseiri-ce brake cylinder; a load bralre cylinder normally disconnected from. they brake rigging; a latch. mechanism operable by the acti'i'fation of the load. brake cylinder to' connect said cylinder operatively with the brake rigging.; a valve operable at *Wi-llto peri it kor prevent the admissionot air to the load iralre cylinder; an auxiliary reserVv Voir; a` loadl reservoir; a triple valve controlling. tliead'nrission o'l agir tothe service brakecylinder vtroni the auxiliary reservoir andthe exl'iaust ot ai-r from both cylinders and a. load cylinder ap*-plicationI valve operbrakecylinder normally disconnected trom Sii anch the exhaust of agiiaironibothN v the bralre rigging; a latchA mechanism opery.

able the actuation of the load brame cyl-V inrler to 'connect said cylinder operatively withfth-e brake rigging.; avalve operable at the admission of airV toy the loadk brake cylinder; an auxiliary reservoir; a load reservoir atriiple valve'con trolling. the admission of air to the service bralre: cylinder from the auxiliary .reservoir and: the exhaust of: air from. bothV cylinders arrd aload' cylinder applicati-on valve mechanisme arranged to be urged in an opening direction'- by the rise of service brake cylinder pressure, and in a; closingrdirection by load Y brake 4cylinderl pressure, said Valve inech-a nisin: contlro'llin thei flow et load reservoir ailr' Vto the' load brake' cylinder- 4;. Inra light. and load brake the comb-irrationy of aservicebral're cylinder; a load brake cylinder normally disconnected from they brake rigging; latch: inecli-anismf operable by the actuation ol tliefload brakel cylinder tof connect4 said cylinder operativelyy with the brake rigging; a Vwalve operable at will to permit or pi'event the admission of air to the load brake cylinder; an auxiliary reservoir; a load reservoir; a triple valve controlling the admission ol air to the service bralie cylinder troni the auxiliary reservoir and the exhaust ot' air l'rom both cylinders; a load cylinder application valve operable by the rise ol pressure in the service brake cylinder to admit air from the load reservoir to the load brake cylinder; and means rendered ellective by the triple valve in full service position to connect said auxiliary and load reservoirs with each other.`

5. In a light and load brake the combina tion otl a service brake cylinder; a load brake cylinder normally disconnected from the brake rigging; a latch mechanism operable by the actuation of the load brake cylinder to connect said cylinder operatively with the brake rigging; a valve operable at will to permit or prevent the admission ot air to the load brake cylinder; au auxiliary reservoir; a load reservoir; a triple valve control ling the admission of air to the service brake cylinder trom the auxiliary reservoir and the exhaust of air `trom both cylinders; a load cylinder application valve mechanism ar anged to be urged in an opening direc tion by the rise ot service brake cylinder pressure; and in a closing direction by load brake cylinder pressure, said valve mechanism controlling the flow of load reservoir air to the load brake cylinder; and means rendered effective by the triple valve in full service position to connect said auxiliary and load reservoirs with each other.

G. In a pneumatic brake system, the com binatio-n ot a brake pipe; an auxiliary resern voir; an additional reservoir; a triple valve chamber in constant communication with the auxiliary reservoir and having a valve seat provided with a leedport leading to said additional reservoir; a check valve in said port opening toward said additional reservoir: an equalizing port in said seat in lree communication with said additional reservoir; a triple cylinder having a charg ing groove; a triple piston in said cylinder subject to opposing brake pipe and auxiliary reservoir pressures and adapted to permit charging through said groove in release positions; a yielding retard stop tending' to arrest said piston in normal release posi tion Without `yielding; means serving to restrict flow through said charging groove when said retard stop yields; a yielding graduating stop serving to arrest said piston in normal service position Without yielding; and a, triple slide valve on said scat, arranged to blank said feed port only when said retard stop is overpowered and to open said equalizing port only when said graduat ing stop is overpowered. Y

7. In a light and load brake system, the

combination of a brake pipe; a service brake cylinder; a load brake cylinder normally disconnected trom the brake rigging; a latch mechanism operable by the actuation oil' the' load brake cylinder to connect said cylinder operatively with the brake rigging; a valve operable at will to perinit or prevent the admission oi' air to the load bi'ale cylinder; an auxiliary reservoir; a load reservoir; a triple valve chamber in constant communication with the auxiliary reservoir; and having a valve seat provided with a feed port and an equalizing port both loading to said load reservoir, a service cylinder port, a load cylinder port and an exhaust port; a check valve in said feed port arresting back :lloiv 'from the reservoir; a triple cylinder having a charging groove; a triple piston in said cylinder subject to opposing brake pipe and auxiliary reservoir pressures and adapted to permit charging through said groove in release positions; a yielding re tard stop tending to arrest said piston in normal release position without yielding; means serving to restrict tlow through said charging groove when said retard stop yields; a yielding graduating stop serving to arrest said piston in normal service position withoutyielding; a triple valve on said seat arranged in normal recharge position to connect both brake cylinder ports with cxhaast; and blank the equalizing port; when said retard stop is overpowered to conM tinue the coi'niections to the exhaust and blank said feed and equalizing ports; in serv ice position, to blank exhaust and equalizing port and connect the valve chamber with the service brake cylinder port; and when the graduating stop is overpowered to 1nodity the last named conditions by opening said equalizing port to the valve chamber; and a cylinder application valve o -ierable by thc rise of pressure in the service brake cylinder to admit air from the load reservoir lo the load brake cylinder.

8. In a light and load bralie system, the combination ol a bralie pipe; a service bralve cylinder; a load brake cylinder normally disconnected from the brake rigging; a latch mechanism operable by the actuation ol the load brake cylinder to connect said cylinder operatively with the brake rigging; a valve operable at Will to permit or prevent the admission of air to the load brake cylin der; an auxiliary reservoir; a load reservoir; a triple valve chamber in constant communi# cation with the auxiliary reservoir, and hav ing a valve seat provided with a feed port and an equalizing port both leading to said load reservoir; a service cylinder port, a load cylinder port .and an exhaust port; a check valve in said feed port arresting bach Hoiv from the reservoir; a triple cylinder having a charging groove; a triple piston in said cylinder subject to opposing brake pipe l and auxiliary reservoir pressures and adapted to permit charging through said groove in release positibns; a yielding retard stop tending to arrest said pistonin normal release position Without yielding; means serving to restrict flow through said kcharging groove when said retard stop yields; a yielding graduating stop serving to arrest said piston in normal service position Without yielding ;'atriple valve on said seat arranged in normal recharge position to connect both brake cylinder ports With exhaust and blank the equalizing port; when said retard stop is overpowered to continue the connections to the exhaust and blank said feed and equalizing ports, in service position to blank exhaust and equalizing port and connect the valve chamber `with ythe service brake cylinder port7 and when the graduating stop is overpowered to ,modifythe last named conditions by opening said equalizing port' to the valve chamber; and a loa'd cylinder application valve mechanism including a movable abutment subject on opposite sides to pressures in the tWo brake cylinder ports, and a connected valve controlling the lovv of loadtreservoir air to the load cylinder, and opened by the abutment when service cylinder pressure predominates substantially.

9. In a light and load brake, the combination of a service brake cylinder; a` load brake cylinder normally disconnected from the brake rigging; a latch mechanism operable bythe actuation of the load brake cylinder to connect said cylinder operatively WithA the brake rigging; a valve operable at will to permit or prevent the admission of airl to the load brake cylinder; a tripley valve controlling the admission of air 'to the service brake cylinder; and the exhaust of air from both cylinders; a load cylinder application valve mechanism arranged to be urged in an opening direction by the rise of service brake cylinder pressure, and in a closing direction by load brake cylinder pressure; andy a loaded valve checking the kadmission or' service brake cylinder pressure to said application valve mechanism.

' 10. In a light and load bra-ke thev combination oi' a service brake cylinder; a load brake cylinder normally disconnected from the brake rigging; a latch mechanism operable'by the actuation of the-load brake cylinder to connect said cylinder operatively With thebrake rigging; a valve operable at will to permitY or prevent the admission of air t0 the load brake cylinder; an auxiliary reservoir; load reservoir; a triple-valveV coiitrolliiigthe admission of air to the service brake cylinder from the auxiliary reservoir and the'exhaust of air from both cylinders; a load cylinder application valve mechanism arranged'to be urged in an opening direction by the rise of service bra-ke cylin- 11. The combination with a triple valve fr having an exhaust port; of a restricted re-V lease valve mechanism comprising a valve controlling saidA exhaust port rand having a free exhaust position and a restricted ex haust position; an abutment subject to brake cylinderpressure connected With said exhaust controlling valve and acting under such pressure to urge the valve toward restricting position; and ai spring resisting such movement.

12. The combination With a triple valve having an exhaust port; of a restricted release valve mechanism comprising ai valve controlling said exhaust port and having a free exhaust positionand a restricted exhaust position; an abutment subject to brake cylinder pressure, connected With said exhaust controlling valve; and acting under such pressure to urge the valve toward restricting position, said piston presenting to said pressure a less area in free exhaust position HENRY F. BICKEL. 

